Decelerator



mesas Jule 15,-1948 The object of this invention is to supply air to the inlet manifold of an automobile engine whenever the throttle is closed and the car is running at some considerable speed so. as to create a high vacuum in the inlet manifold and to hold the valve open that admits the air to the manifold until the v depression in the inlet manifold has dropped considerably .'below the suction at which the decelerating valve is first opened to admit air during deceleration.

An. additional object is to cut off the supply of low-speed fuel during deceleration.'

The drawing shows the preferred form of our invention.

In the drawing, I0 is the throttle controlling the outlet from a carburetor and the inlet to an inlet manifold 40, I2 is the adjustable low-speed stop, which yalso acts as a ground for the fixed stop I4, which is insulated. The ground I4 is connected through an electricalconnection 84 to the right-hand side of 'a battery I8. 'I'he lefthand side of this battery is connected through a conductor 80 through coil I8 to another ground connection |00, which is'either groundedat |04 or at 22. An armature |08, when the coil is active, is drawn down by the-action of the coil I8;

a spring 40, which normallylifts a valve 48, is

thus compressed, causing the valve 48 to seat. The valve 48 controls the flow of air through a restricted opening 50. Pipe 02 conveys clean air from the air `entrance 54 to the restriction 50 when the valve 46 is lifted ofi' its seat by spring 48. An inclined passage |20 places the chamber 80, above the diaphragm 62, at all times in communication with the passageway 00 in the center of the valve 08.

The chamber 60, above a flexible diaphragm 02, is` subjected to the suction in the inlet manifold 40 through the restricted passage 58, which is located in the center of the valve 08. The lower side of diaphragm 82 is subjected to atmospheric pressure through partition 88. The valve 58 is controlled by spring 88 and it, in its turn, controls the entrance to the venturi 08. Venturi 88 discharges into the inlet manifold 40 and is supplied with clean air from the air entrance I4 through the passage 84. The throat of the venturi 08 communicates through a restriction 42 with a chamber M; chamber 44 also communicates directly with the inlet manifold-40 through a passage' 92. The -connection through the passage 92 is restricted by an adjustable needle 08. The needle valve 88 is adjusted so that there is a very slight flow of air from the inlet manifold 40, past the valve 88, into the chamber 44 down the pasto George M.

'4 Claims. (Cl. 12S-97) sage 42, into the throat of the venturi 88 when the v valve 08 is open. 'I'he depression acting on the right hand side of the diaphragm 24, when the valve 08 is open, is thus less than the depression existing in the throat of the venturi 88.' If the valve 88 remains open too long the engine may stall. Hence, to prevent "stalling" the valve 96 is opened slightly but never at any time is the valve 8l opened wide. A stationary contact 20 is insulated and connected through a conductor to the ground connection |00 of the coil I8. The movable lcontact 22 is carried by the-diaphragm 24, and when it moves to the right under the influence of the suction in the venturi, it compresses the spring 28 by means of the adjustable nut 28 and the rod 80. The connection to contact |00 and the ground connection |04 whenever an l element 88 is manually pushed to the right.

The float chamber 82 supplies fuel to a fuel nozzle 84 and to a lowspeed fuel passage 10; a diaphragm 0 controls a valve 12. The lefthand side of the diaphragm ||0 is connected through pipe 'i8 to chamber 80. The right-hand side of the diaphragm ||0 is connected through pipe |00 to the pressure of the air in the air entrance 54,. A spring |0| pushes the diaphragm ||0 to the right against a stop I, under normal operating conditions. yAn inclined passage |03 is provided in valve l2v for the purpose of transmitting atmospheric pressure in the air entrance 54, from the tube |00, to the right hand side of the diaphragm I0.

Operation When the throttle I0 closes, the car drives the engine and creates a high degree of suction in the manifold 40. lAt the same time, the adjustable stop I2 engages with the insulated stop i4 and vthus grounds the right-hand end of the battery The manually-operated switch 36 grounds the 'y u connection |00 through the ground connection |04. Hencefthe coil I8 is operated whenever the lthrottle I0 is closed and the contact 22 engages 3 tion is ormed in the inlet manifold 40. This high degree f suction if conveyed past the restriction 42 to the chamber 44, and the diaphragm 24 responds to this suction and moves the Icontact 22 tc the right so that it engages with the contact 2c 5 and thus grounds the left-hand side of the solenoid I8. Immediately the suction in the inlet manifold 40 is transmitted through the passage 58 in the center of the valve 68 to the chamber 80.

'I'he diaphragm 62 rises and air is admitted from l0 the .air entrance 64, through the passage 84, through the venturi 60, to the manifold 40. The suction in the throat of the venturi 86, which is higher than the manifold suction in 40, is conveyed through the passage 66 so as to maintain 15 and, thus, the suction in the inlet manifold 40 25 can drop from 22" of mercury to 11" of mercury before the spring 26 separates the contact 22 from contact 20. When the suction falls to such a'degree that the suction in 44 no longer maintains the contact between 22 and 20, the solenoidm 3o I8 quits functioning andthen the spring 48 opens the valve 46 and atmospheric air flows down the passage 52, through the restriction 50, into the chamber 60, and the spring 60 closes the valve 58.

Meanwhile, during the period of deceleration, 35

when air was admitted throughthe passage 66, the fuel 'flowing down the low-speed passage 10 is interrupted by the piston 12, which is moved to the left by the suction in the chamber 80, acting on the diaphragm IIO through the passage 18. 4o

The passage |00 admits atmospheric pressure to the right of the diaphragm` IIO, compressing spring IOI. A passage |03 through the piston 12 permits the pressure in the air entrance 54, transmitted through the pipe |00, to move the piston 45 1 2 by acting on the diaphragm I I0 and compressing the spring IOI. The float chamber 82 is vented to the atmosphere and contains the float 821, which supplies fuel to the nozzle 84 and also to the low-speed passage 10. An ordinary choke 50 valve 86 is shown located in the air entrance 54.

The carburetor itself forms no part of this invention, and, hence, only a conventional drawing of the carburetor is made.

This application is based in part on an aban- 5 doned application bearing the Serial Number 439,777 and led April 20, 1942.

What we claim is:

1. In combination with an internal combustion engine, a carburetor having an air entrance, an 6o air passage connected therewith, a fuel supply means, a fuel nozzle connected therewith and discharging into the air passage, a throttle valve controlling the flow of mixture out of said passage, an additional air entrance on the engine side of said throttle, aventuri in said air entrance, an air valve controlling the air entrance to said venturi,'means responsive to the suction on the engine side of said throttle valve for opening the 4 air valve controlling the air entrance to said venturi, said means being adapted to also respond to thesuction in the throat ofgsaid venturi after the air valve controlling the,\flcw through said venturi has been opened to hold said air valve open.

2. A device as set forth in claim 1 in which there isa low-speed fuel passage leading from the fuel nozzle to the engine side of said throttle valve, a fuel valve in said passage, means responsive first to the suction on the engine side of the throttle and then Ito the suction in said venturi for ilrst moving said fuel valve into the closed position, and, when the air valve controlling the air entrance to said venturi is open, holding the fuel valve in its closed position during the deceleration period of said engine.

3. In combination with a carburetor for an internal combustion engine having an air entrance, an air passage connected therewith, a fuel supply means, a fuel nozzle connected therewith Vand discharging into the air passage, a throttle valve controlling the iiow of mixture out of said passage, an additional air entrance located on the engine side of said throttle, a Venturi in said air entrance, an air valve controlling said air entrance, a chamber, a moving wall therein connected to said air valve, a passage connecting the said chamber with the throat of said venturi whereby the suction in said Venturi acts cn said moving wall so as to open said air valve, spring means adapted to close said air valve, a port for admitting air to said chamber, a valve for said port, electromagnetic means connected to said port valve, an 'electric battery, an electric circuit connected thereto and to said electromag netic means, a throttle operated first switch, a second switch operated by the inlet manifold suction, said second switch being adapted to be closed by venturi suction, said first switch being closed when the throttle is closed, said first and second switch being located in series in said electric circuit.

4. A device as set forth in claim 3 in which there is a low-speed fuel passage leading from the fuel nozzle to the engine side of said throttle valve, a fuel valve in said passage, means responsive first to the suction on the engine side of the throttle and then to the suction in said venturi for first moving said fuel valve into the closed position, and, when the air valve controlling the air entrance to said venturi is open, holding the fuel valve in its closed position during the deceleration period.

' ROBERT H. HIEGER.

EIMER. OLSON. STANLEY M. UDALE.

REFERENCS CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

